...It [the gauge] is presently mounted on the glareshield. I had purchased the round indicator to mount in the instrument panel. We have never done that. I have mixed feelings about moving it. My panel is really full and maybe it is best to leave it mounted on the glareshield so the eye (I have only one) doesn't have so far to move during critical takeoffs and landings...

The LRI was installed at the same time we installed a Horton STOL on the plane. I knew this would change the performance of the plane a lot and wanted a device to let me know where we were in the slow speed flight envelope. I've never experienced a situation where the device gave me false information. I would hate to operate without the LRI. In critical situations it is very much appreciated...



...I haven't calibrated my LRI in accordance with the instructions funished. I simply went up, stalled. and adjusted the probe. (I was three degrees off.) It's great fun to slow fly, watch the gauge and listen to the stall warning horn. My 172 has the Horton STOL kit so I really have fun.



This is a fine unit. I have a Robertson STOL on my Twin Comanche and the LRI gives good low speed information at the lower airspeeds and low level work. I find it reassuring on short fields when I haven't flown for a while and need to augment my seat of the pants feel for the airplane.

I am confident this adds a significant safety factor to flying.



Gordon E. Evans of Camarillo, California, has the instrument on his fully IFR Piper Seneca II, along with full deice equipment and a Robertson STOL installation. He is a former U.S. Marine Corps jet pilot with 2400 hours total time. He reports excellent results with the LRI system...Evans reports that the instrument is particularly useful on short, rough runways and during climbout through the first several hundred feet. He says the unit earned its keep during two round trips to Punta Colorado and Las Palmas near the tip of Baja California. "The aircraft was at or near gross weight," says Evans. "Crosswinds were gusting more than 30 knots at 60 degrees to 80 degrees from the runway on the uneven resort gravel strips. I used almost full control input and differential power was required. The LRI was my primary reference instrument."

Private Pilot - February 1987